Flow regulating system



1945. D. M. LAWRENCE ETAL 2,390,437

FLOW REGULA'I'ING SYSTEM 7 Filed'Nov. 29. 1941 4 Sheets-Sheet 1 PILOTS FLOW CONTROL TO ENGINE SUPERCHARGER ,RESERVOlR OIL COOLER 1945- D. M. LAWRENCE }ETYAL 8 FLOW REGULATING SYSTEM Filed Nov; 29, 1941 4 Sheets-Sheet 2 12025. iiq fv 5e W \m I [49-23 0L? [H Samuel belulzalc.

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Dec. 4, 1945. I D. LAWRENCE ETAL 2,390,487

FLOW REGULA'I'ING SYSTEM 7 Filed Nov. 29, 1941 4 Sheets-Sheet 3 K i u 165 as 3.? 99 5 15 7 7 92 x v 3 I J 154 D 41 I "Hm? J D a I15 I? Y x i l r v I06 I 1 I I01 102 v L Dakalcl M Lawns/we saauzel lf llelwcalu D. M. LAWRENCE EI'AL FLOW REGULATING SYSTEM Filedflov. 29, 194 1 4 Sheets-Sheet}! 3mm: f Donald MLau/reace Samuel Kllelllllalb.

Patented Dec. 4, 1945 FLOW REGULATING SYSTEM Donald M. Lawrence, Caldwell, N. .L, and Samuel R. Lehman, Brooklyn, N. Y., assi gnors to Bendix Aviation Corporation, South Bend, Ind., a cor- 'poration of Delaware pplication November 29, 1941, Serial No. 421,082

' 7 Claims. (Cl. 230-11) This invention relates to fluid flow systems, and more particularly to a systemfor controlling the rate of flow of air to a supercharged aircraft cabin.

As scheduled aircraft flight at the higher altitudes is already an accomplished fact, systems have been devised for controlling the pressure and rate of flow of air to the passengers in a sealed and supercharged cabin.

It is an object of the invention to provide a fluid flow control system wherein a desired rate of fluid flow is maintained through pressure sensitive elements operating suitable monitoring servomotors.

It is another object of the invention. to provide a fluid flow control system wherein automatic means are incorporated for preventing the maintenance of excessive rates of flow.

Other objects of the invention include the provision of a pressure sensitive device for permitting the circulation of a working fluid in accordance with predetermined conditions, and the provision of a temperature responsive device for controlling the circulation of a working fluid in accordance with predetermined temperature changes.

Other objects will appear from a study of the following specification when made in conjunction with the attached drawings, throughout which like numerals designate like parts.

Fig. 1 is a showing, partly schematic and'partly in perspective, of a flow control system, which is one embodiment of the present invention;

Fig. 2 is a detailed diagrammatic showing of an alternative structure which may be embodied in the system shown in Fig. 1.

Fig. 3 is an end elevation, with parts in section, of a pressure regulating bellows and linkage utilized in the system shown in Fig. 1.

Fig. 4 is a longitudinal sectional view of the bellows taken along the line 4-4 of Fig. 3.

Fig. 5 is another sectional view of the bellows taken along the line 5-5 of Fig. 3.

Fig. 6 is a cross-sectional view of a pump and flowregulator assembly utilized in the system of Fig. 1; and

Fig. '7 is a sectional view taken along the line 8 1-1 of Fig. 6.

A supercharger or blower |8 having ashaft II is connected to an aircraft cabin (not shown) by way of a conduit l2 and a Venturi tube l3.

Shaft-ll is connected to a sun gear H of a.

li, having,

planetary difiere'ntial gear train planetpinions l6, I1 and I8 in engagement with gear l4, and also in mesh with an internal spur gear l8, which latter gear carries an external ring gear 28 in engagement with a pinion 2|, which is driven through a shaft 22 by an engine (not shown). Planet pinions l6, I1 and I8 have stub shafts carried by arms 23, 24 and 25, respectively, of a spider member 26. The spider member 26 is carried by a shaft 21 connected to one of the gears within the housing of a conventional gear pump 28. Pump 28 has an input conduit 29, which supplies oil thereto from a reservoir 38 containing oil, which is delivered thereto through conduit 3| from a conventional oil cooler 32.

Pump 28 has an output conduit 33 which is connected to a channel 34 within the housing of a pressure regulator 35. Channel 34 terminates in a cylinder 36 containing pistons 31 and 38, which are connected together by means of a piston rod 38. Piston 38 acts also as a valve to throttle the output of pump 28 in a manner to be described later. These pistons are slidable within cylinder 36 in a fluid-tight relation, and when in the position shown, fluid may flow through channel 34, 7

cylinder 36 and be carried to return fluid conduit 48 by way of a channel 4|. opens into oil cooler 32, as will be readily seen.

Supercharger lll will deliver air to the aircraft cabin at varying rates, depending upon its speed of rotation. In order to drive the supercharger In at a speed suitable to maintain a selected rate of air flow, the differential gearing l5 and the pump 28 afford a means for controlling the speed of supercharger l0 to give certain air-flow rates regardless of the speed of engine 22. In the Mitchell Patent 1,028,128, there is shown a variof a driven shaft be regulated at a selected value.

In the structure of the present invention, the output pressure of pump 28 is throttled in varying amounts under control ofautomatic means (to be described later) in order that the supercharger speed may be varied to deliver air in accordance with the air-flow requirements of the supercharged cabin.

At the pilots position there is placed a rate of flow indicator 42, having a pointer 43 pivoted at point '44. A linkage, including a bar 45, a bell crank 46 and a connecting rod 41, controls the movement of end wall 48 of the flexible metallic bellows 48, which would tend to. collapse in the absence of this linkage. Bellows 48 are divided sure, high velocity point of venturi I3 atthe.

Return conduit 40 chamber 52 is in communication with conduit I2 or the static pressure, low velocity point of venturi l3 through tubular conduit 55.

Wall 50 carries a right-angle extension '56, which is pivoted at 51 to a movable, rigid link 58. Intermediatethe ends of link 58, there is pivoted a connecting link 59, to which is connected a valve rod 60, carrying spaced valve members 6I and 62, which are movable in a valve chamber 63. The outer end of link 58 is pivoted at 64 to a piston rod 65, to which is connected a piston 66, which is slidable in cylinder 61.

Motion of-partition 50 is limited by abutments 68 and 69, but sufficient clearance exists so that upon movement of partition 50 up or down, either of ports 10 or 'Il may be uncovered, allowing oil under pressure to flow from channel I2 into either of the channels I3 or I4. When the system of the invention is in normal operation, the maximum pressure in output 33 may be around 1,200 pounds per square inch, and the minimum pressure may be 'on the order of 100 pounds per square inch. Whatever the pressure might be between these limits, the oil under pressure is bled from the pump circulating system through channel I5 into a pressure valve 'I6, a:1d from there, through channels I1 and I8 to parallel channels I2 and I9. The pressure regulating valve I6 includes a valve chamber 80, in which are valve or piston members BI and 82 connected by a rod 83. A helical spring 84 is confined within valve chamber 80 to the left of piston 8|, and its resilience may be adjusted by means of screw member 85. A fluid by-pass 86 affords communication between the right end of chamber 80 and channel T1. In accordance with this arrangement, if the prersure in channel 11 falls below a predetermined minimum, for example, 100 pounds per square inch,

then spring 84, which, at 100 pounds per square inch or greater is being compressed, expands and forces piston 82 to th right, thus permitting oil under pressure from channel 15 to flow into channel 17, until the pressure in channel TI and bypass 86 becomes suflicient to'compress spring 84 and again close off channel 11, as shown in the drawings. A channel 81 is provided for permitting oil to be drawn back toa'sump (not shown) or to the reservoir 30 by a suitable pump.

A servo-piston 88 is slidable in a valve chamber 89, and is open to the output pressure of pump 28 by means of the conduit 90. A helical pressure regulating spring 9|, which may be adjusted by means of a screw 92, bears against a circular plate 93 attached to the end of valve rod 94. This rod carries-spaced servo-valve memhas 95 and 96, which, in the position shown in the drawings, permit oil under pressure to flow through channel I9 and into channel 91, forcing piston 66 to be maintained in the bottom of cylinder 61. Spring 9 I may have a resilience so that it will permit downward movement of piston 88 only when the pressure in the output 33 and pump 28, as reflected in channel 90, exceeds a maximum safe pressure limit for the system, aswill be explained below. I

In order to minimize the weight and dimensions of an oil cooler, such as 32, and an oil reservoir, such as 30, as well as. the volume of oil re- 7 quired for the oil circulating system, a by-pass conduit 98, which contains a regulating valve I00, is provided for recirculating a majority of the oil pumped to output conduit 33 and into return conduit 40. Valve I00, when at rest, cuts oil by-pass conduit 98, since spring member IOI urges pisin the Fig. 2, and it will be explained later in the ton I02 to the left of the position shown, forcing piston rod I03 and the left-hand piston I04 to be carried to the left of the position shown. The

resilience of spring IN is such that it will be compressed upon the existence in channel I 05 of a predetermined pressure. An orifice plate 99 provides a restriction of flow in fluid return conduit 40, so that under certain conditions of oil flow in conduit 40, the pressure drop between channel I05 and relief channel I06, which communicates with the valve chamber I0'I, may be appreciable.

When the speed of rotation of pump 28 is low, the rate of flow of fluid in conduit 40 will be low, and by-pass 98 will be closed. In this condition, all oil will be returned-to input 29 by way of the cooler 32 and the reservoir 30. When, however, the rate of flow of fluid in conduit 40 increases to the average for which the system is designed, orifice plate 99 causes an ap reciable pressure drop between channels I05 and I06, due to the'restriction it impcses upon fluid passing therethrough. When the pressure in channel I05, due to increased rate of flow in conduit 40, reaches a. predetermined value, the oil will cause piston I04 to be moved from its left-hand position to the position shown in the drawings, and piston I02 then is moved to the position shown, so that direct recirculation of oil from return conduit 40 to the input conduit 29 is afforded through by-pass condui-t 98. This relieves reservoir 30 and cooler 32 of the burden of supplying oil to pump 28 at high rates of now, and permits the size of the reservoir 30 and the cooler 32 to be minimized.

A common drain of fluid in pressure regulator 35 back to a sump (not shown) or to the oil reservoir 30 is provided by means of the passageways I08, I09 and H0. Apressure conduit III in parallel with conduit I8 is provided with a screwv closure I I2. This conduit is provided for use with a by-pass regulating valve of the type shown specification.

The operation of the system is as follows:

When the aircraft engine drives shaft 22, ring gear 20 will be rotated. If pump 28 is running under no-load. conditions with negligible frictional losses, then shaft I I will be stationary since planet pinions I6, I! and I8 will be rotating not only about their stub shafts, but will be carried around by virtue of their meshing with gear I9 so that rotation of shaft 21 is a maximum. When pump 28 is-carrying full load, or when shaft 21 is locked, then shaft I I will be rotated at maximum speed, since planet pinions I6, I'I, I8 will be rotated about their respective stub shafts, but not about their planetary orbit,and will impart rotation to shaft I I through their meshing with gear from rest, there will be no substantial pressure at any part of the system, and the oil in conduit 33 and channel 34 will pass freely back through return conduit 40, and into oil cooler 32. Assuming that the pilot has set pointer 43 for an increased rate of flow of a certain value through the aircraft cabin, partition 50 will be resting upon 2,890,487 lower abutment 89, and 'therefore. valves 8i and 82 will be below the respective ports of the channels I3 and I4. Partition 58 will be on the lower abutment 89, since, in the beginning of operation of the system, the air-flow through venturi l3 will be exceedingly low, and the flexible bellows 48 will be collapsed. As pump 28 continues to operate,-a slight pressure will be built up in channels I2 and I8. The oil flowing through channel "will enter channel 14, thus lifting piston 38, and cutting oil channel 48 from communication with channel 34. This causes the output pressure of pump 28 to increase, and thus, additional work is I absorbed by shaft 21; As additional work is absorbed, the differential gearing, as explained flow through venturi I3 is such that the pressure at the throat 53 drops to the point where the lowered pressure in compartment I balances the pressure in compartment 52, and lifts link 58 to its neutral or balanced position, as shown in the drawings. This point represents thesystem in operation at the rate of flow selected by the pilot by manipulation of pointer 43. It will be noted, however, that piston 38 will still maintain channel 4| blocked, and the pressure in the output of pump 28 will continue to rise. As a consequence of this rise, the rate of flow through the throat of venturi I3 increases, thus increasing the suction through conduit 54 and decreasing the internal pressure in compartment 5|. This causes wall 58 to rise toward the upper abutment 58, carrying link 58 upwardly and uncovering oil under pressure in channel I2 to the upper side of piston 31 through channel 13, so that the piston valve assembly is returned to its open position, as shown. This It will be readily seen that by means of the 7 novel system of pressure regulation described,

throttling valve 38 will be operated in response to variation of airflow through venturi I3 from the desired rate of flow selected by the pilot. Furabove, will cause an increase in the rotatlve speed setting of indicator 42, the greater will be the work absorbed by pump 28, andthe greater will be the pressures existing in output 33, so that when pointer 43 is set by the pilot to the maximum 'rate or air-flow forv which the system is designed, the work absorbed by pump 28 is a maximum and the pressure in conduit 33 is a maximum. Under these conditions, supercharger I8 is being driven at its maximum speed, while pump 28 is being driven at its minimum speed and under high pressure in its output. It throttlingvalve 38 is maintained closed, the pressure in conduit 33 and channel 34 might rise so high as to cause the destruction oithe system, unless otherwise relieved. Consequently, when the maximum working pressure has been attained, servo-piston is forced downwardly against the action of spring 9| until oil under pressure flows into chamber 89, through channel I9 and into channel II3, forcing piston 68 upwardly, so that partition 58 is carried against abutment 88. As wall 58 tends to assume a position midway between abutments 68 and 89 when pressures in compartments 5| and 52 are balanced, so that upon upward movement of piston 89, wall 58 will probably bear against abutment 68 only momentarily, and even though piston 88 is in the ther, the amount of oil circulated through the pump system is kept at a minimum by means of the by-pass 98, which permits the local recirculation of oil from pump output to pump input without the necessity of circulating oil through the cooler 32 during the greater portion of the system's operation.

In order to limit the maximum rate of air-flow,

f and also to limit the pressure in the output conduit 33 and channel 34 to safe values, conduit 98 is provided for communicating pump output top of cylinder 51 for an appreciable interval, wall 58 has moved extension 56 and pivot point 51 downwardly to their neutral position. In this condition, valves BI and 82 lie above their respective ports I8 and II, so that oil under pressure enters cylinder 36 through channel 13 and causes pistons 31 and 38 to move downwardly and establish communication between channels 34 and 4 I, thus relieving the pressure in the output of pump 28.

As-the absorption of work by pump 28 results in a temperature rise in the oil that is being circulated, the local circulation of oil through bypass conduit 98 may be controlled by the structure shown in Fig. 2. A valve chamber H4 is arranged intermediate the ends of bypass conduit 98 and contains two piston valves, H5 and H5, spaced by a rod III. This valve chamber communicates, by means of channels I I8 and I I8, with a servo-valve chamber I28, containing valves I2I and I22 mounted on a valve rod I24 having an extension I25. Oil'under pressure is led from conduit II I through a conventional Extension I25 connects to the top of a flexible and sealed metallic bellows I28 containing a coiled spring I29 and being mounted upon conduit 48 by any suitable means. Bellows I28 may contain air or any other gas at any desired pressure, and the bottom thereof is separated from oil in conduit 48 by a metallic wall member I38 so that changes'in the temperature of oil in concll llt 48 may be transferred to the air in bellows The drawings show by-pass 98 open and servovalves I2I and I22 covering the ports of channels II8 andl I9. This is the average condition of operation, in-which recirculation of oil without cooling is efiected. In the presence of continued high pressure in conduit 33, the oil being returned through conduit 48 will be at a relatively high temperature, causing the air or gas in bellows I28 to be heated and expanded, thus moving valves I 2I and I22 upwardly and permitting oil under pressure to flow into valve chamber I I4 from conduit I21 and through channel 8. Pressure of the oil above piston valve II5 causes pressure regulating system have been shown schematically in Fig. 1, one physical embodiment thereof is shown in Figs. 3, 4 and 5, wherein a housing I3I contains bellows 49 and the servovalve system having parts heretofore described in Fig. 1 identified by the same reference nuforded by pin I 48, is the same as that obtained schematically by the vertical motion of link 41 in Fig. 1.

When the pilot adjusts the flow control, and thus translates the pivot point of link I 49 to the riglft or to the left, asshown in Fig. 5, then dividing wall 69 will be moved toward one of the abutments 68 and 69, and valves 6| and 62 will be moved from their. positions shown in Fig. 5

to permit oil under pressure from channel 12 to be directed into either of the channels 13 or 14. Assuming that oil is-' -directed'into channel 14,

piston or throttle valve: 38 of Fig. 1 will be moved upwardly to increasethe 'o'utputpressure of the pump. The speed of supercharger I 6 will therev fore increase until the 'lo'wered'pressure in chammerals. Chamber 52 has a port I32 formed in one end, which is in communication with a clean-'- nel I33 formed in housing I3I This channel terminates in a screw-threaded connection with conduit 55. A similar compartment 5| is in-communication with conduit 54 by means of a channel I 34 formed in housing I3I and opening into compartment 5I. The abutments 68 and 69 are shown as cylindrical metal sleeves weldedor otherwise attached to the end faces of the end walls of compartments 5| and 52, respectively. Since for normal rates of air-flow, the'pressure at throat of venturi I3 will be very much lower than the static pressure in the conduit I2, an initial pressure balance between the compartments 5| and 52 is obtained by means of the helical spring I35, which has one end abutting against the dividing wall 50, and its other end carried in a screw-face plate I36, which is carried on the ex-- tended screw-threaded member I3'I which terminates in an adjusting knob I38 exteriorly of the housing I3I, The shank portion I39 of screwthreaded member I31 is formed with a smooth cylindrical surface, and has a gas-tight fit with the closure member I40 that is held tightly pressed against housing I3I by means of a plurality of bolts I4I. A guide bar I42 extends through closure I40 and through an aperture in the face plate I36. 'It will be seen without further explanation that the initial pressure balance for any particular installation may be manually set by means of the adjusting'mechanism specified immediately above.

In Fig. 3, a crank arm I43 is connected "to a shaft I44 which passes through an opening in housing I 3|, which opening is provided with a suitable sleeve hearing I 45. and packing gland I46. Crank arm I 43 has a transverse bore I41 in its outer end for connection to the pilot's flowcontrol 42 by means of any suitable link member, such as bar 45 in Fig. 1.

Shaft I 44 carries at its inner end an eccentric stub shaft or pin member I46, which passes through the intermediate link member I49 (Fig. 5), which is connected at its upper end to rod 60 through a loose link I50, and at its lower end to the link '58 by means of another loose link I5I.

Servo-valve members BI and 62 are carried within valve chamber 63, having radially disposed port openings 10 and H, respectively, connected to the pressure channels 13 and 14, respectively.

Upon displacement of the eccentric pin I48 by rotation of crank arm I42 under control of the pilot, the link I 49 is translated to the left or to the right, as viewed in Fig. 5, and thus, changes the center of rotation of the linkage system controlled by wall 50 connected to servo-valves 6| and 62 through the linkage. The eflect of translating the link I49, and therefore, the pivot afher 5| reacres such a value that apressure balance is established between compartments Ill and. 52 to return dividing wall 50 to the neutral position shown in Fig. 1.

The physical embodiment 'of the assembly of pump 26, throttle valve 38, vby-pass 98 and their associated mechanisms, is shown in Figs. 6 and 7, wherein a .ca stfhousing I-5I has a pump chamber I52 containing meshing gears I 53 and I54, with rotation as indicated b the curved arrow. Gear I53 is'carr-ied on a hollow drive shaft I55 that is provided at one end with internal spline members I56, by which it is connected to the shaft 21 of Fig. 1. Housing I5I comprises anintermediate portion I51, to which are fastened, by

means of bolts, the housing end members I58 7 and I59, the latter of which carries a pedestal I60 carrying a plurality of mounting lugs I6I by,

which the hous ng I5I may be mounted directly to a suitable casing (not shown) for the differential gear train I5. 1

The throttling valve 38 is shownin its open position. If, however, oil under pressure flows from channel 14 of the pressure regulator, as shown in Fig. 5, into channel 14, as shown continued in Fig. 6, opening into the right end of the cylindrical valve chamber 36, then throttling valve 38 will be advanced to close the aperture I62 or to restrict the flow of oil through the aperture I62 by its movement to the right under pressure of oil in channel 14, and thus increase the output pressure of pump 28.

, It will be noted that the channel 90, as de-. scribed in connection with Fig. 1, is shown in Fig. 7 6 as opening directly into output 33- and to the head of servo-piston 88 in valve chamber 69,- which chamber is shown as closed at its top by means of a screw plug I63. Should valve-38 be maintained closeduntil the pr'essure'in output 33 exceeds the predetermined safe limit for the system, then servo-piston 88 will be forced downwardly and oil under pressure will flow from channel 19 through passageway II3, forcing piston 66 to the right,.as-shown in Fig. 5, and causing piston rod 65 to draw the rigid link 58 clockwise and rotate link I49 counterclockwise about the eccentric shaft 148, thus drawing valves 6| and 62 to the left, as shown in Fig. 5, and, causing oil under pressure to flow from channel 12 into channel 13, which as shown in Fig. 6, will permit oil under pressure to enter the left-hand side of valve chamber 36 and force piston 31 to the right, returning valve 38 to its right-hand position, as shown in Fig. 6, and thus reducing the output pressure in conduit 33.: The respective connections between channels 91 and H3 of Fig. 6 to the same channels designated 91 and H3 have been fully described above.

It will be seen from the above explanation that the rate of air-flow through a conduit such as a conduit connecting to a supercharged aircraft cabin is controlled primarily by controlling the P understood, 01' course, that the rate of air-flow varies principally with the speed of the supercharger. The pump 28 serves as an energy absorbing device, and the amount oi energy absorbed under control of the pressure regulating bellows l9 and the associated servo-system, will vary by an inverse relation to the speed of the supercharger, as it is understood that the energy absorbed by the pump is dependentcupon the pressure in its output. As the pump output pressure is increased, the speed oi.- shaft 21 is of the supercharger or blower II, and it is is changed to deliver air through said cabin inlet conduit at a rate sumcient to re-establish. a selected pressure relation between said compartments, an orifice plate in said output conduit, a fluid channel opening from each side or said oriflce plate, a pressure operated valve regulating fluid flow through said fluid by-pass'and connections between said channels and said pressure decreased, indicating a greater energy absorp by-pass control set forth in Fig. 2 might be combined with the pressure-responsive by-pass of oil through by-pass conduit 98. It the control shown in Fig. 2 is utilized along with the by-pass control shown in Fig. 1, two by-pass conduits 98 can be arranged in parallel, one being responsive to pressure rise, and the other to temperature rise. r a

In describing the system or the present invention, only two embodiments have been discussed. It is understood, however, that the invention is not restricted to these exemplary embodiments, but is to be limited only by the scope of the appended claims.

What is claimed is: 1. A rate of flow regulator comprising a supercharger, an engine-driven difl'erential gearing, an oil pump, a driving connection between one part of said gearing and said pump, a second driving connectionbetween another part of said gearing and said supercharger, whereby said supercharger and said pump may be run at speed differentials, an oil reservoir connected to the input of said pump, a throttling valve assembly connected in series in the output of said pump,

an oil cooler in said output, a fluid connection bei tween said cooler and said reservoir, afluid bypass conduit connected between the input to said pump and the input of said oil cooler, a cabin input conduit connected to said supercharger, a

, Venturi tube carried thereby, a flexible bellows tling valve to change the output pressure of said pump and thereby change the work absorbed therein in response to changes in said pressure relation, whereby the speed of said supercharger charger is changed to deliver air through said sure relations across said oriflce plate.

2. A rate of flow regulator comprising a supercharger, an engine-driven diflerential searing, an oil pump; a driving connection between one part of said gearing and said pump, a second driving connection between another part of said gearing andsald supercharger, whereby said. supercharger and said pump may be run at speed differentials, an oil reservoir connected to the input of said pump, a throttling valve assembly connected in the output of said pump, an oil reservofr connected-in a closed circuit between the input and output of said pump, an oil by-pass conduit connected across said input and output, a cabin input conduit connected to said supercharger, a Venturi tube carried thereby, a flexible bellows having a movable dividing wall forming said-bellows into two compartments, said wall being at rest when a predetermined pressure relation exists between said compartments, an air connection between one of said compartments and the throat of said Venturi tube, an air connection between said cabin input conduit and the other of said compartments, means for adjusting the pressure relation between said compartments, a servo-valve assembly for operating said throttling valve to change the output pressure of said pump and thereby change the work absorbed therein in response to changes in said pressure relation, whereby the speed of said supercabin inlet conduit at a rate suflicient to re-establish a selected pressure relation between said compartments, a by-pass valve for regulating oil flow through said by-pass conduit, a servo-valve for operating said by-pass valve, and means associated with said output and responsive to oil temperature rises therein above a determined value, for operating said servo-valve to close said bypass valve.

3. A pump and flow regulator assembly, comprising a housing having a gear pump therein, a pump input channel and a pump output channel,

a communicating passageway between said output and said input channels, an orifice plate in said output channel, a valve member having a spring for urging said valve member into position closing said communicating passageway, means responsive to a determined pressure drop across said orifice plate to open said valve member to re-establish communication between said input and output channels, a throttling valve in said output channel, and servo-operated pressure responsive means to open said throttlin valve to relieve output Pressure above a selected pressure value.

, 4. A pump and flow regulator assembly comprising a housing, a pump therein, a pump in- Put channel and a pump outputchanneha fluid passageway between said input and output channels, a flow restricting member in said output channel, a valve member in said fluid passageway valve, and fluid conduits open to said motor means and to, said output channel for opening said valve member upon an increase in fluid pressure in one of said conduits above a determined value.

5. In combination, driving means having 'a variable operating speed range, supercharger means 5 having a definite predetermined operating value and an output zone through which fluid flow from said supercharger means is to'be regulated, connecting means efiective for establishing a positive driving relationship between said driving 10 able in response to predetermined static and dynamic pressure relationships established in said zone, and means connecting said bellows to said regulator means for operating the latter to render said hydraulic means eflective for modifying said driving relationship to insure retention of said value within said range.

6. The structure of claim 5 as set forth and defined therein including, manually operable means connected to said bellows for adjustin the latter to establish said value.

7. The structure of ,claim 5 as set forth and defined therein including manually operable means connected to said fluid flow responsive means for rendering said bellows responsive to 15 modified pressure relationships.

DONALD M. LAWRENCE. SAMUEL K. LEHMAN. 

